100 km on less than one liter
LADY or MAN
The bicycle that"goes" by itself

33rd AUTO AND CYCLE EXPOSITION IN PARIS AT THE GRAND-PALAIS

(photo appeared in FRANCE ILLUSTATION
)

On October 19th, 1946, Georges BIDAULT ( second person from the right
in the photo ), head of the provisional government, takes an interest
in the new Velosolex model which was making its official debut since being
put into production at the end of April 1946.
At the first Expo after the war the manufacturers showed their new models:
Renault 4cv, Citroen 2cv.
An unusual Expo since the participants appeared with vehicles that they
could not sell. For the buyer, it required a release voucher from the
administration, for the manufacturer it required hunting for raw materials.

35th AUTO AND CYCLE EXPOSITION IN PARIS AT THE GRAND-PALAIS

At the 1948 Expo, the 2 CV astonishes,
intrigues and ravages: it costs two thirds the price of a 4 CV and, the
following year, its price becomes 228,000 F, when that of the 4 CV is
nearly 300,000 F. The waiting lists grow longer: from twelve to eighteen
months to be able to finally take possession of one’s 2 CV.
The Velosolex attains in 1948 a production of 25,000 units, its
price is 19,418 francs.
One can recognize the 1948 version by the white band on the rear fender
and the toolbox at the rear of the luggage rack.

37th AUTO AND CYCLE EXPOSITION IN PARIS AT THE GRAND-PALAIS

At the 1950 Auto Expo more than 100,000 examples had been produced by
the Courbevoie factory, manufacturing licenses had been issued:

-to Holland to the VAN DER HEEM N.V.Company at THE HAGUE,

-in Switzerland to the HISPANO- SUIZA Company in Geneva,

-in Italy to the S.I.F.A.C.( Industrial Automobile and Cycle Fabrication
Company ) in Turin.

The Velosolex took off because it fit the needs of the people after the
war ( practical and economical ).

THE BICYCLE THAT GOES BY ITSELF

The Velosolex 45 was sold from may 1946 to august 1953 :

Month Year

Moteur number

Wheels size

may 1946

1000

650 wheels

january 1947

4200

''

january 1948

12975

''

january 1949

38980

''

Janvier 1950

76670

''

Janvier 1951

117.020

''

June 1951

140.096

600 wheels

January 1952

179.400

''

January 1953

254.685

''

ADVERTISSEMENTS BY RENE RAVO

VELOSOLEX 45 ADVERTISEMENTS

For work

and

For Pleasure

VELOSOLEX

SOLEXINE BY BP

- Solexine a suitable mixture.
As early as 1947, Velosolex asked the BP petroleum company to research
a special mixture for the velosolex 45cc for maximum optimization of the
motor. It should be pointed out that the BP service stations already sold
the “Energic” and “Energol” mixtures for the other
motorbikes.
Solexine will be sold in filled and sealed 2 liter yellow cans ( the yellow
color lasts until 1957 ), and also at the pump in the BP service stations.

VELOSOLEX 45 PHOTO GALLERY

THE VELOSOLEX 45 WITH THE CINEMA

THE VELOSOLEX 45 CC IN LONDON

MOTOR CYCLING

april 14 , 1949

On the picture the Velo-Solex costing under £50 with P.T., in action.
The machine to which the power unit is fitted is a bicycle specially built
for the purpose

Velo-Solex motorized bicycle,which is to be produced in this country by
Solex(Cycles), Ltd,
223-231, Marylebone Road,
N.W.1

A sunny Wednesday afternoon saw the Velo-Solex setting off from Henly
Hall, the depot of the London Distributors.The remarkable degree of silence
achieved was at once noticeable, and at times it was difficult to hear
whether or not the engine was running. A chance to test the model's behaviour
in London traffic was afforded almost at once, the little machine sliding
effortlessly through four consecuitive Oxford Street traffic jams. The
steering was positive and light in operation, probably due to the well-known
propensity of front wheel drive for pulling the machine in the required
direction.
At 5 p.m., just 1 3/4 hours after leaving Henly Hall, a stop for refreshments
was made at a Coulsdon pull-up café.
Here the VelosSolex attracted considerable attention from the drivers
of various heavy lorries, who displayed interest in the potentialities
of the marque. On the road again after 15-minute halt, and a few miles
farther south the writer overtook a homing pedal-cyclist.

"That's a natty gadget !" he claimed. "What'll it do?".
"About 16 m.p.h.on the level."
"What!-without pedaling? How much does it cost?"queried the
cyclist.

The information that the price, including purchase tax is £48 was
given, and, as one of the lesser spurs of the North Downs loomed up, the
cyclists dropped behind, while the Velo-Solex chuffed up the slope, a
few revolutions of the pedals near the crest sufficing to keep up the
speed.
The light was falling at Sam's Half-way House,near Horley, and the Sussex
border was reached by dusk. Crawley's quiet streets were left behind and
the Velo-Solex commenced the long climb into Pease Pottage. Here early
pedal assistance was given, but it was possible to sit at ease on the
sprung saddle, with only one hand on the bars, while surmounting the hill.
A relatively level strech led to Handcross Hill necessitated the rider's
assistance, after which occasional pedalling was called for in the undulating
Wealden country. The passage through the South Downs to Pyecombe where
the model passed a cyclist pushing his mount when at only a third of the
way up the rise was the only part of the journey where really vigorous
pedalling was necessarily resorted to.
At Preston Park an escort of young cyclists on sports machines, firing
questions, admiring the layout, and commenting on the abnormal silence
of the engine, drew alongside. The clock of St.Peter's indicated 8.15
p.m., as the Velo-Solex passed, making the time for the 55 miles 4 hrs.40
mins.
This average speed of 11 3/4 m.p.h. would be probably be equalled by a
good touring cyclist. If so, then the markers of the machine have fullfilled
their avowed intent to provide a pedal cycle "with the work cut out".
A quick check showed the petrol tank to be almost empty, which meant that,
with a fuel consumption of 205.5 m.p.g., the petrol for the trip had cost
6d.!
The following Sunday was spent in testing still further the hill-climbing
capalities of this fascinating machine little machine, and in trying by
fair means and foul to induce roller slip. King George V Avenue in Hove
a steep half-mile ascent up which even the young and energic cyclists
usually push was ridden non-stop, albeit by dint of hard pedalling. The
only hill upon which the model failed was a short, steep climb in the
same vinicity.
Several muddy, unsurfaced lanes were traversed and even ill-treatment
resorted to in the process. By letting go the decompressor too suddenly
when starting the rear wheel was made to rise clear of the ground, yet
no trace of slip between the carborundum-faced roller and the tyre could
be seen.

Innermost details of the Velo-Solex two stroke engine,showing the unorthodox,
floatless carboretter and the tiny diaphragm fuel pump.

The complete unit, showing the flywheel magneto-generator, which provides
current for ignition and lighting, with the cover removed.

The 1951 VELOSOLEX British-built F.W.D.Cyclomotor Integal with the Machine.

A pionner in the cyclomotor field,
the 45CC VeloSolex appears for 1951 with no fewer than ten modifications.
Several of these concern Endrick-type rims, instead of Westwood: a new
front mudguard design and a different head lamp bracket, whilst the decompressor
control has been transferred to the left-hand side of the handle bar..
It is claimed that improvement two-stroking characteristics, increasing
power consumption figures will be derived from a slightly altered 1951
carburetter and exhhaust system.
Certainely, from the appearance point of view, the new gravity die-cast
cylinder head is a great improvement on the previous sand-cast type. The
VeloSolex power unit, unlike many of the popular attachments now on the
market, is not cowled in any way, and excellence of workmanship and finish
naturally adds not only to efficiency but the pride of owner-ship.
With regard to the engine itself,the off-side main bearings are sealed
from the crankcase and grease-packed. At the other end of the crankshaft
there has been added an oil condensation reservoir, making for improved
lubrification of the crankshaft ball-race at the point. An increase in
cross-section of the crankcase inlet port encourages better "breathing".
A small but important modification is the altered position of the high-tension
lead fitting to allow replacement being made without neccessarily first
removing the flywheel magneto.
The VeloSolex employs petroils lubrication and offers the advantage of
car-type carburation. The Solex concern, the manufacturers of the VeloSolex
in this country, fits-jet instrument and uses a diaphragm-type pump operated
by crank-case pressure to feed fuel from the 1 3/4-pt.tank, situated on
the right-hand side of the machine, to a French-made 6 L carburetter.
Transmision is by means of a roller in contact with a Michelin "Y"-type
26 in. by 1 3/4 in by 1 1/2 in. front tyre. The weight of the machine
is 58 lb., it is finished in black and constitutes the only under-50CC
motorized cycle marketed in this country as a complete machine.